CN105083376A - Steering system - Google Patents
Steering system Download PDFInfo
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- CN105083376A CN105083376A CN201510249580.2A CN201510249580A CN105083376A CN 105083376 A CN105083376 A CN 105083376A CN 201510249580 A CN201510249580 A CN 201510249580A CN 105083376 A CN105083376 A CN 105083376A
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- command value
- vehicle
- angle
- value
- correction
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
- B62D6/002—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits computing target steering angles for front or rear wheels
- B62D6/003—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits computing target steering angles for front or rear wheels in order to control vehicle yaw movement, i.e. around a vertical axis
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D5/00—Power-assisted or power-driven steering
- B62D5/04—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
- B62D5/0457—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by control features of the drive means as such
- B62D5/046—Controlling the motor
- B62D5/0463—Controlling the motor calculating assisting torque from the motor based on driver input
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D15/00—Steering not otherwise provided for
- B62D15/02—Steering position indicators ; Steering position determination; Steering aids
- B62D15/025—Active steering aids, e.g. helping the driver by actively influencing the steering system after environment evaluation
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D5/00—Power-assisted or power-driven steering
- B62D5/04—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
- B62D5/0457—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by control features of the drive means as such
- B62D5/046—Controlling the motor
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D5/00—Power-assisted or power-driven steering
- B62D5/04—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
- B62D5/0457—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by control features of the drive means as such
- B62D5/046—Controlling the motor
- B62D5/0466—Controlling the motor for returning the steering wheel to neutral position
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
- B62D6/008—Control of feed-back to the steering input member, e.g. simulating road feel in steer-by-wire applications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
- B62D6/02—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits responsive only to vehicle speed
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- Mathematical Physics (AREA)
- Steering Control In Accordance With Driving Conditions (AREA)
Abstract
A steering system includes a motor control apparatus that controls driving of a motor based on an assist command value. The motor control apparatus includes an angle command value calculating unit that calculates an angle command value based on an input value including a steering torque, and calculates an assist component through execution of angle feedback control allowing a turning angle of a vehicle to follow the angle command value. The motor control apparatus calculates the assist command value based on the assist component. The motor control apparatus also calculates a correction value based on a deviation between a yaw rate of the vehicle and a yaw rate command value. An input value for the angle command value calculating unit is corrected based on the correction value.
Description
The disclosure of Japanese patent application No.2014-102489 that the present invention will submit on May 16th, 2014, comprises its specification sheets, accompanying drawing and summary, is all incorporated herein by reference.
Technical field
The present invention relates to the steering hardware of supporting the vehicle traveling of chaufeur by the auxiliary force of motor being given to steering operation mechanism.
Background technology
As the one of this driven steering device, there is the vehicle traveling in order to easily maintain in driving path and perform the device (with reference to Japanese Unexamined Patent Publication 2012-232704 publication) from motor, steering operation mechanism being given to the auxiliary control of auxiliary force, so-called track maintenance.Driven steering device described in Japanese Unexamined Patent Publication 2012-232704 publication possesses filming apparatus, motor and control setup.Filming apparatus shooting vehicle front.Motor gives auxiliary force to the steering operation mechanism of vehicle.Control setup controls the driving of motor.Control setup is from the information in the track of the image data acquisition vehicle direct of travel of the vehicle front obtained by filming apparatus.And control setup sets the target running route of vehicle based on the information in track obtained.When the running route of the reality of vehicle departs from target running route, control setup is given to steering operation mechanism to the running route of the reality making vehicle be turned back to this auxiliary force of target running route and controls the driving of motor.
When driving steering operation mechanism, the friction force that steering operation mechanism produces, force of inertia etc. are different because of vehicle.Therefore, in 2 vehicles that the friction force, force of inertia etc. that produce in steering operation mechanism are different, even if similarly carry out the drived control of motor, the auxiliary force being in fact given to steering operation mechanism also produces deviation.Because of the deviation of above-mentioned auxiliary force, make track keep the auxiliary responsibility controlled to produce deviation, bring incongruity to chaufeur.
In addition, above-mentioned problem is not limited to perform the auxiliary steering hardware controlled of track maintenance.Above-mentioned problem is the common problem of steering hardware that the various driving supporting of execution that the vehicle of supporting chaufeur by the auxiliary force of motor being given to steering operation mechanism travels controls.
Summary of the invention
An object of the present invention is the steering hardware of the deviation providing a kind of responsibility that driving supporting can be suppressed to control.
Feature in the formation of the steering hardware of a mode of the present invention is to possess: motor, and its steering operation mechanism to vehicle gives auxiliary force; And motor controling part, it controls the driving of above-mentioned motor based on the house-keeping instruction value that the expected value of the Driving Torque with above-mentioned motor is corresponding, above-mentioned motor controling part possesses: angle command value operational part, it is given to the input value of the steering operation torque of the bearing circle of vehicle with handling maneuver based on comprising, the angle command value corresponding to the expected value of the deflection angle with wheel flutter carries out computing; Angle feed-back control part, this angle feed-back control part is controlled by the angle feed-back that execution makes the deflection angle of the reality of above-mentioned wheel flutter follow above-mentioned angle command value and carries out computing to auxiliary component; House-keeping instruction value operational part, it carries out computing by based on above-mentioned auxiliary component to above-mentioned house-keeping instruction value; Quantity of state command value configuration part, the quantity of state command value that its setting is corresponding with the expected value of the quantity of state of the motoring condition of expression vehicle; And correction operational part, the deviation of its quantity of state based on the reality of vehicle and above-mentioned quantity of state command value carries out computing to correction, revises based on the input value of above-mentioned correction to above-mentioned angle command value operational part.
Accompanying drawing explanation
By being described embodiments of the present invention referring to accompanying drawing, above-mentioned and further feature of the present invention and advantage can become clearly, and wherein, Reference numeral represents key element of the present invention, wherein:
Fig. 1 is the block diagram representing its schematic construction for the steering hardware of embodiment.
Fig. 2 is the block diagram representing its electric structure for the steering hardware of embodiment.
Fig. 3 is for illustration of the figure of an example of the establishing method of yaw rate command value for the steering hardware of embodiment.
Fig. 4 represents the actual yaw rate YR of vehicle and the mapping graph of the deviation delta YR of yaw rate command value YR* and the relation of correction Tac.
Fig. 5 is the figure schematically showing the example that vehicle travels.
Fig. 6 is the figure of the actual yaw rate YR of the vehicle represented in the steering hardware of embodiment and the relation of steering operation antagonistic force Fc.
Fig. 7 is the block diagram representing its electric structure for the variation of steering hardware.
Detailed description of the invention
Below, an embodiment of steering hardware is described.As shown in Figure 1, steering hardware 1 possesses steering operation mechanism 2 and auxiliary mechanism 3.Steering operation mechanism 2 makes wheel flutter 4 turn to based on the operation of the bearing circle 20 of chaufeur.The handling maneuver of auxiliary mechanism 3 driver assistance.
Steering operation mechanism 2 possesses the steering shaft 21 of the S. A. becoming bearing circle 20.The bottom of steering shaft 21 links via pinion and rack 22 and rack shaft 23.In steering operation mechanism 2, if steering shaft 21 rotates along with the operation (steering operation) of the bearing circle 20 of chaufeur, then this rotary motion is converted into the linear reciprocating motion of the axis of rack shaft 23 via pinion and rack 22.By the linear reciprocating motion of the axis of this rack shaft 23, the deflection angle θ t of the wheel flutter 4 linked with its two ends changes, and the direct of travel of vehicle changes thus.
Auxiliary mechanism 3 possesses the motor 31 linked via speed reduction gearing 30 and steering shaft 21.Motor 31 is made up of brushless motor.In auxiliary mechanism 3, give torque to steering shaft 21, the handling maneuver of driver assistance by the rotation of the output shaft 31a of motor 31 being passed to steering shaft 21 via speed reduction gearing 30.
The various sensors detecting the operational ton of bearing circle 20, the quantity of state of vehicle are provided with in steering hardware 1.Such as, be given to the torque sensor 5 of the steering operation torque Th of bearing circle 20 when being provided with the handling maneuver detecting chaufeur on steering shaft 21.In addition, for the sign symbol of the steering operation torque Th of present embodiment, the steering operation torque of right steering direction of operating is just defined as, the steering operation torque of left steering direction of operating is defined as negative.Motor 31 is provided with the rotation angle sensor 6 detecting its rotation angle θ m.Car speed sensor 7, yaw rate sensor 8 and filming apparatus 9 is provided with in vehicle.Car speed sensor 7 detects moving velocity V.Yaw rate sensor 8 detects the yaw-rate YR of vehicle.Filming apparatus 9 takes vehicle front.In addition, for the positive and negative symbol of the yaw-rate YR of present embodiment, the change direction of the yaw angle of vehicle when right steering being operated just is defined as, and the change direction of the yaw angle of vehicle when being operated by left steering is defined as negative.Filming apparatus 9 is made up of CCD camera etc., exports the view data GD of the vehicle front of shooting.These outputs are obtained by motor control assembly (motor controling part) 10.Motor control assembly 10 controls the driving of motor 31 based on the various quantity of state detected by each sensor 5 ~ 8 and the view data GD of vehicle front that taken by filming apparatus 9.
As shown in Figure 2, motor control assembly 10 possesses driving circuit 40 and microcomputer (following, to be slightly designated as " microcomputer ") 41.Driving circuit 40 makes motor 31 drive.Microcomputer 41 controls the driving of motor 31 via driving circuit 40.Driving circuit 40 is made up of the known phase inverter (Invertercircuit) of the alternating electromotive force direct current power supplied from the power supplys such as Vehicular accumulator cell (power line voltage "+Vcc ") being converted to three-phase (U phase, V phase, W phase).Driving circuit 40 generates the alternating electromotive force of three-phase based on the control signal Sc from microcomputer 41, and supplies the alternating electromotive force of the three-phase of generation to motor 31 via with each corresponding supply line We.Supply line We is provided with and detects supply to the current sensor 42 of each phase current values I of motor 31.In addition, in Fig. 2, for convenience of explanation, the supply line We of each phase and the current sensor 42 of each phase are concentrated respectively be one and illustrate.The output of current sensor 42 is obtained by microcomputer 41.
Microcomputer 41 is based on the steering operation torque Th, vehicle velocity V, yaw-rate YR, motor rotation angle θ m, each phase current values I that are detected by each sensor 5 ~ 8,42 and generate control signal Sc from the view data GD that filming apparatus 9 exports.
Specifically, microcomputer 41 has house-keeping instruction value operational part 43, current instruction value operational part 44, control signal generating unit 45, deflection angle operational part 46 and yaw rate command value configuration part 47.In addition, in the present embodiment, yaw rate command value configuration part 47 corresponds to quantity of state command value configuration part.
Yaw rate command value configuration part 47 carries out computing based on the view data GD of vehicle velocity V and vehicle front to yaw rate command value YR*.Yaw rate command value YR* is corresponding with the expected value of the yaw-rate of the vehicle that the vehicle that can maintain in driving path travels.Such as shown in Fig. 3, suppose that vehicle is positioned at the position P1 of solid line.Now, yaw rate command value configuration part 47, by implementing the image procossing such as binary conversion treatment to view data GD, obtains the information of track LL, LR of the left and right of the driving path being imprinted on vehicle front.And according to the information of track LL, LR of the left and right obtained by their Central Line, the dotted line namely shown in figure is set as the target running route LT of vehicle.Herein, when yaw rate command value configuration part 47 is judged to be that target running route LT is curve, computing is carried out to the radius of curvature R of target running route LT, and sets yaw rate command value YR* based on the radius of curvature R calculated and vehicle velocity V.The setting of yaw rate command value YR* is such as carried out as follows.
When the execution cycle of yaw rate command value YR* is set to " t " by yaw rate command value configuration part 47, the vehicle of vehicle velocity V from current position P1 to elapsed time t when target running route LT travels, after elapsed time t, vehicle moves to the position P2 in figure shown in long and two-short dash line.In this situation, from the operating range of the vehicle of position P1 to the P2 of position, namely coupling position P1 and the length of the circular arc of the dotted line of position P2 are by being multiplied by vehicle velocity V can obtaining with time t.Therefore, when the link center-point O of radius of curvature R and the straight line of vehicle location P1 being set to " m1 ", the straight line of the center-point O and vehicle location P2 that link radius of curvature R being set to " m2 ", straight line m1 and straight line m2 angulation θ can utilize following formula (1) to obtain.
θ＝360°×V×t/(2×π×R)…(1)
On the other hand, vehicle, in order to travel from position P1 to position P2 at target running route LT, needs the yaw angle ψ 2 of the vehicle at P2 place, position relative to the yaw angle ψ 1 angle changing Δ ψ of the vehicle at P1 place, position.Herein, this angle delta ψ is equal with angle θ.That is, angle delta ψ can utilize the right of formula (1) to carry out computing.And, angle delta ψ is become the yaw-rate of the vehicle that the running route of vehicle can be made to change along target running route LT divided by the value of time t gained.That is, yaw rate command value YR* can utilize following formula (2) to obtain.
YR＊＝360°×V/(2×π×R)…(2)
Yaw rate command value configuration part 47 adds positive and negative symbol to the yaw rate command value YR* calculated after such as utilizing above such operational method to calculate yaw rate command value YR* with the execution cycle of regulation.Specifically, observe at the current location P1 from vehicle, when target running route LT is bending to vehicle right direction, the symbol of yaw rate command value YR* is just set as by yaw rate command value configuration part 47, observe at the current location P1 from vehicle, when target running route LT is bending to vehicle left direction, the symbol of yaw rate command value YR* is set as bearing by yaw rate command value configuration part 47.In addition, when yaw rate command value configuration part 47 is judged as that target running route LT is straight line, yaw rate command value YR* is set as " 0 ".As shown in Figure 2, the yaw rate command value YR* calculated like this is exported to house-keeping instruction value operational part 43 by yaw rate command value configuration part 47.
Deflection angle operational part 46 carries out computing based on the deflection angle θ t of motor rotation angle θ m to the reality of wheel flutter 4.That is, as shown in Figure 1, in the steering hardware 1 of present embodiment, the output shaft 31a of motor 31 is mechanically linked via speed reduction gearing 30 and steering shaft 21.Therefore, correlationship is had between the angle of rotation of motor rotation angle θ m and steering shaft 21.Therefore, also correlationship is had between the deflection angle θ t of motor rotation angle θ m and wheel flutter 4.Deflection angle operational part 46 utilizes this correlationship and carries out computing according to the actual steering angle θ t of motor rotation angle θ m to wheel flutter 4.In addition, in the present embodiment, for deflection angle θ t, rotational angle settings when bearing circle 20 being positioned at center position is reference angle (" 0 ° ").In addition, for the positive and negative symbol of deflection angle θ t, change direction when right steering being operated just is defined as, and change direction when being operated by left steering is defined as negative.As shown in Figure 2, the actual steering angle θ t calculated is exported to house-keeping instruction value operational part 43 by deflection angle operational part 46.
House-keeping instruction value operational part 43 carries out computing based on steering operation torque Th, vehicle velocity V, yaw-rate YR, yaw rate command value YR* and actual steering angle θ t to house-keeping instruction value Ta*.House-keeping instruction value Ta* is corresponding with the expected value of the Driving Torque of motor 31.In addition, for the house-keeping instruction value Ta* of present embodiment, the direction of auxiliary force steering shaft 21 being given to right steering direction of operating is just defined as, the direction of auxiliary force steering shaft 21 being given to left steering direction of operating is defined as negative.House-keeping instruction value operational part 43 is made up of basic auxiliary component operational part 50, correction operational part 51, angle command value operational part 52 and angle feed-back (F/B) control part 53.
Basic auxiliary component operational part 50 carries out computing based on steering operation torque Th and vehicle velocity V to the 1st auxiliary component Ta1*.1st auxiliary component Ta1* is the basic component of house-keeping instruction value Ta*.Such as the absolute value of steering operation torque Th is larger, and vehicle velocity V is slower in addition, and the absolute value of the 1st auxiliary component Ta1* is set as larger value by basic auxiliary component operational part 50.The 1st auxiliary component Ta1* calculated is exported to adder 54,55 by basic auxiliary component operational part 50 respectively.The input value Tin1 calculated by adding that at the 1st auxiliary component Ta1* calculated by basic auxiliary component operational part 50 steering operation torque Th carries out computing to input value Tin1 (Ta1*+Th), and is exported to subtracter 56 by adder 55.
On the other hand, house-keeping instruction value operational part 43 has subtracter 57, and this subtracter 57 carries out computing by deducting the deviation delta YR (=YR-YR*) of yaw rate command value YR* to them from actual yaw rate YR.The deviation delta YR calculated is exported to correction operational part 51 by subtracter 57.
Correction operational part 51 carries out computing based on deviation delta YR to correction Tac.Correction operational part 51 is such as based on the mapping graph shown in Fig. 4, and the absolute value of deviation delta YR is larger, just the absolute value of correction Tac is set as the value more more strengthened.As shown in Figure 2, the correction Tac calculated is exported to subtracter 56 by correction operational part 51.Subtracter 56 implements correction input value Tin1 being deducted to correction Tac, and revised input value Tin2 (=Tin1-Tac) is exported to angle command value operational part 52.
Angle command value operational part 52 is according to input value Tin2 and carry out computing based on ideal model to angle command value θ t1*.Angle command value θ t1* is corresponding with the expected value of the deflection angle θ t of wheel flutter 4.Ideal model be to wait by experiment measure with revise before input value Tin1, namely corresponding with the additive value of steering operation torque Th and the 1st auxiliary component Ta1* desirable deflection angle θ t, and this result of a measurement is carried out to modelling obtains.The angle command value θ t1* calculated based on ideal model is exported to angle feed-back (F/B) control part 53 by angle command value operational part 52.
To angle feedback control section 53 except angle command value θ t1*, also input actual steering angle θ t.Angle feed-back control part 53 follows angle command value θ t1* to make actual steering angle θ t, and by carrying out controlling to carry out computing to the 2nd auxiliary component Ta2* based on the angle feed-back of their deviation, and the 2nd auxiliary component Ta2* calculated is exported to adder 54.Adder 54 is by obtaining house-keeping instruction value Ta* (=Ta1*+Ta2*) by the 1st auxiliary component Ta1* and the 2nd auxiliary component Ta2* phase Calais.The house-keeping instruction value Ta* calculated like this is exported to current instruction value operational part 44 by house-keeping instruction value operational part 43.
Current instruction value operational part 44 carries out computing based on house-keeping instruction value Ta* to d shaft current command value Id* and q shaft current command value Iq*.The expected value of d shaft current command value Id* and q shaft current command value Iq* and the supply electric current of the motor 31 in d/q system of axes is with corresponding.Specifically, based on house-keeping instruction value Ta*, computing is carried out to q shaft current command value Iq*, and the q shaft current command value Iq* calculated is exported to control signal generating unit 45.In addition, in the present embodiment, d shaft current command value Id* is set to " 0 ", and this d shaft current command value Id* is also exported to control signal generating unit 45 by current instruction value operational part 44.
To control signal generating unit 45 except d shaft current command value Id* and q shaft current command value Iq*, also input each phase current values I and motor rotation angle θ m.Control signal generating unit 45 generates control signal Sc based on these values.Specifically, each phase current values I is mapped to d/q system of axes based on motor rotation angle θ m by control signal generating unit 45, to the current value of the reality of the motor 31 in d/q system of axes that is, d shaft current value and q shaft current value carry out computing.And, control signal generating unit 45 follows d shaft current command value Id* to make actual d shaft current value, also in order to make actual q shaft current value follow q shaft current command value Iq*, and by carrying out generating control signal Sc based on the Current Feedback Control of respective deviation.The control signal Sc calculated like this is exported to driving circuit 40 by microcomputer 41.Thus, supply to motor 31 via supply line We by the alternating electromotive force of the three-phase corresponding with d shaft current command value Id* and q shaft current command value Iq* from driving circuit 40, motor 31 drives.Result performs the auxiliary control of giving the auxiliary force corresponding with house-keeping instruction value Ta* from motor 31 pairs of steering shafts 21.
According to formation described above, the effect shown in following (1) ~ (4) and effect can be obtained.
(1) be included in house-keeping instruction value Ta* because being controlled the 2nd obtained auxiliary component Ta2* by angle feed-back, if so be given to steering shaft 21 based on the auxiliary force of house-keeping instruction value Ta*, then actual steering angle θ t follows angle command value θ t1*.Controlled by this angle feed-back, when steering operation mechanism 2 drives, when steering operation mechanism 2 produces friction force, force of inertia etc., adjustment auxiliary force, follows angle command value θ t1* to make actual steering angle θ t.Auxiliary force is given to steering operation mechanism 2 under the state that result can be eliminated at the friction force, force of inertia etc. acting on steering operation mechanism 2.Therefore, it is possible to the deviation of auxiliary force between suppression vehicle.
(2) in the present embodiment, create the ideal model representing the additive value of steering operation torque Th and the 1st auxiliary component Ta1* and the relation of angle command value θ t1*, and carry out set angle command value θ t1* based on this ideal model.Therefore, it is possible to utilize ideal model to determine the change of the actual steering angle θ t corresponding with the additive value of steering operation torque Th and the 1st auxiliary component Ta1*.That is, ideal model can be utilized to determine the action of the vehicle corresponding with the handling maneuver of chaufeur.Therefore, by suitably adjusting ideal model, desired steering operation sense can be realized.
(3) such as when the actual yaw rate YR of vehicle is the value larger than yaw rate command value YR*, as shown in Figure 5, the running route LC of vehicle, as shown in long and two-short dash line in figure, offsets to vehicle right direction compared with target running route LT.In this case, the deviation delta YR of actual yaw rate YR and yaw rate command value YR* is positive value.Thus, the correction Tac calculated by correction operational part 51 is set to positive value.Therefore, because input value Tin2 reduces, so the angle command value θ t1* calculated by angle command value operational part 52 is changed to negative direction.That is, angle command value θ t1* is changed to left steering direction of operating.Now, angle feed-back control part 53 sets the 2nd auxiliary component Ta2* to make actual steering angle θ t follow the angle command value θ t1* after change.Therefore, the 2nd auxiliary component Ta2* is set to the value born.Therefore, because house-keeping instruction value Ta* reduces, so the auxiliary force being given to steering shaft 21 is changed to negative direction.Because of the change of this auxiliary force, hinder the steering operation antagonistic force of the right steering operation of bearing circle 20, in other words, hinder the steering operation reaction force acts of the increase of actual yaw rate YR in steering operation mechanism 2.
In addition, in the present embodiment, as shown in Figure 4, the deviation delta YR of actual yaw rate YR and yaw rate command value YR* is larger, and the absolute value of correction Tac is larger.Therefore, angle command value θ t1* becomes larger.That is, because the 2nd auxiliary component Ta2* becomes larger, so steering operation antagonistic force also becomes larger.Fig. 6 is the figure of the relation representing steering operation antagonistic force Fc and actual yaw rate YR.In addition, for the positive and negative symbol of the steering operation antagonistic force Fc in Fig. 6, the steering operation antagonistic force of right steering direction of operating is just defined as, the steering operation antagonistic force of left steering direction of operating is defined as negative.As shown in Figure 6, actual yaw rate YR is larger compared with yaw rate command value YR*, and steering operation antagonistic force Fc is larger in the negative direction.That is, steering operation antagonistic force Fc becomes large in the direction of the right steering operation hindering bearing circle 20.Therefore, it is possible to make actual yaw rate YR turn back to yaw rate command value YR*.In addition, actual yaw rate YR is less compared with yaw rate command value YR*, and steering operation antagonistic force Fc is larger on the direction hindering the operation of the left steering of bearing circle 20.Therefore, actual yaw rate YR also can be made in this case to turn back to yaw rate command value YR*.By this steering operation antagonistic force Fc, naturally carry out making actual yaw rate YR follow the such steering operation of yaw rate command value YR*.That is, the Vehicular turn operation of chaufeur can be supported in the mode making the running route of vehicle follow target running route LT.Control therefore, it is possible to the track realizing the vehicle traveling maintained in driving path keeps auxiliary.
(4) by the cooperation of the formation illustrated by above-mentioned (1) and (3), the deviation of the auxiliary force between vehicle can be suppressed, and perform the auxiliary control of track maintenance.Therefore, it is possible to the deviation of responsibility that driving supporting between suppression vehicle controls.
In addition, above-mentioned embodiment also can be implemented in the following manner.
In the yaw rate command value configuration part 47 of above-mentioned embodiment, set yaw rate command value YR* based on formula (2) according to the radius of curvature R of target running route LT and vehicle velocity V.But the establishing method of yaw rate command value YR* can suitably change.In a word, yaw rate command value configuration part 47 based target running route LT and vehicle velocity V set yaw rate command value YR*.
In the correction operational part 51 of above-mentioned embodiment, the Central Line of track LL, LR of left and right is set as target running route LT.But the establishing method of target running route LT is not limited to this.Also such as target running route LT can be carried out based on any one party of track LL, LR.
In the above-described embodiment, use filming apparatus 9, as the driving path test section of the information of the driving path of detection vehicle, but driving path test section is not limited to this.Such as by using vehicle navigation apparatus and GPS device as driving path test section, thus be also passable based on the information that the road information be stored in advance in vehicle navigation apparatus and the current location of vehicle that detected by GPS (GlobalPositioningSystem) obtain the driving path of vehicle.
In the correction operational part 51 of above-mentioned embodiment, based on the mapping graph shown in Fig. 4, the absolute value of deviation delta YR is larger, the absolute value of correction Tac is set as the value more more strengthened, but the establishing method of correction Tac can suitably change.Such as in correction operational part 51, whether the absolute value of judgement deviation delta YR is more than the threshold value (> 0) of regulation, when being judged to be that the absolute value of deviation delta YR is more than the threshold value of regulation, correction Tac is set as the specified value (> 0) preset also is passable.In addition, when the relation of deviation delta YR and correction Tac can be defined by arithmetic expression, based on this arithmetic expression, computing is carried out to correction Tac also passable.
In the correction operational part 51 of above-mentioned embodiment, the deviation delta YR based on actual yaw rate YR and yaw rate command value YR* sets correction Tac.But, also can based on the quantity of state of the motoring condition of the expression vehicle beyond yaw-rate, the transverse acceleration (horizontal G) of such as vehicle, deflection angle θ t set correction Tac.In this situation, need to replace yaw rate command value configuration part 47, and the suitable command value operational part carrying out computing based on the command value (quantity of state command value) of the target running route LT obtained from view data GD to transverse acceleration deflection angle θ t is set.If such formation, then carry out the input value Tin1 of angle correction command value operational part 52 based on correction Tac.Thus, the auxiliary force of adjustment motor, with the command value making the transverse acceleration of vehicle, deflection angle θ t follows them.By the adjustment of this auxiliary force, the running route of vehicle can be made to follow target running route.Control therefore, it is possible to the track realizing the vehicle traveling maintained in driving path keeps auxiliary.
In the above-described embodiment, controlled by the angle feed-back performed by angle feed-back control part 53, make actual steering angle θ t almost consistent with angle command value θ t1*.Therefore, can also replace setting this method of correction Tac based on deflection angle θ t, and employing sets this method of correction Tac based on angle command value θ t1*.Specifically, the formation shown in Fig. 7 is adopted to be actv..In addition, in the figure 7, for convenience of explanation, the angle command value θ t1* by the computing of angle command value operational part 52 is called " the 1st angle command value ".As shown in Figure 7, the microcomputer 41 of this variation replaces yaw rate command value configuration part 47 and has angle command value configuration part 48.Angle command value configuration part 48 carries out computing based on the view data GD of vehicle front to the 2nd angle command value θ t2*.2nd angle command value θ t2* is the expected value of the deflection angle θ t of the vehicle that the vehicle that can maintain in driving path travels.In addition, in this variation, angle command value configuration part 48 is corresponding with quantity of state command value configuration part.Angle command value configuration part 48, based on the target running route LT such as setting vehicle from the information of track LL, LR of view data GD acquisition, uses mapping etc. to set the 2nd angle command value θ t2* corresponding with the radius of curvature R of this target running route LT.Subtracter 57 deducts by the 2nd angle command value θ t2* set by angle command value configuration part 48 from the 1st angle command value θ t1* calculated by angle command value operational part 52.Thus, their deviation delta θ t (=θ t1*-θ t2*) can computing.Correction operational part 51 carries out computing based on the deviation delta θ t calculated by subtracter 57 to correction Tac.If such formation, then do not need the yaw rate sensor 8 illustrated in above-mentioned embodiment, namely do not need only for correction Tac computing needed for sensor, formation can be made to simplify.
The steering hardware 1 of above-mentioned embodiment is not limited to track and keeps auxiliary control, can be applied to the steering hardware that the various driving supportings such as the slippage inhibitory control of the slippage of the vehicle performed when suppressing low μ road to travel control.When utilizing the steering hardware 1 of above-mentioned embodiment to perform slippage inhibitory control, such as, adopt and form as following.First, the desirable yaw-rate of the vehicle not being slip state, based on the radius of curvature R of track LL, LR of obtaining from view data GD, is carried out mapping operations as yaw rate command value YR* by yaw rate command value configuration part 47.Subtracter 57, in the same manner as above-mentioned embodiment, carries out computing to the deviation delta YR (=YR-YR*) of actual yaw rate YR and yaw rate command value YR*.When the absolute value of deviation delta YR is greater than the threshold value of the regulation preset, correction operational part 51 is judged to be that vehicle is slip state, and correction Tac is set as specified value (> 0).If such formation, if then such as because of vehicle slip, actual yaw rate YR departs from yaw rate command value YR*, then corresponding with correction Tac steering operation antagonistic force Fc acts on steering operation mechanism 2.That is, owing to automatically carrying out counter steering, so the slip state of vehicle can be suppressed.
In the angle feed-back control part 53 of above-mentioned embodiment, the angle feed-back carried out based on deflection angle θ t controls.Such as, but this angle feed-back controls can use the angle of rotation that can be scaled deflection angle θ t, steering operation angle etc.
In the above-described embodiment, deflection angle θ t is detected by rotation angle sensor 6 and deflection angle operational part 46.But the angle of rotation test section detecting deflection angle θ t is not limited to this.Also the rotation angle sensor of such as direct-detection deflection angle θ t can be used.
In the house-keeping instruction value operational part 43 of above-mentioned embodiment, set house-keeping instruction value Ta* based on the 1st auxiliary component Ta1* calculated by basic auxiliary component operational part 50 and the 2nd auxiliary component Ta2* that calculated by angle feed-back control part 53.But, also can set house-keeping instruction value Ta* based on compensate component in addition.As compensate component, can use such as based on the compensate component of rate of change (auxiliary gradient), the compensate component based on the differential value of 1st auxiliary component Ta1* of the 1st auxiliary component Ta1* relative to steering operation torque Th.
The angle command value operational part 52 of above-mentioned embodiment is not limited to carry out computing based on ideal model to angle command value θ t1*.Also such as computing can be carried out by mapping operations to angle command value θ t1*.In addition, the input value Tin2 of angle command value operational part 52 is not limited to the value deducting correction Tac gained from the additive value of steering operation torque Th and the 1st auxiliary component Ta1*, also can use the value such as deducting correction Tac gained from steering operation torque Th.
The motor 31 of above-mentioned embodiment is brushless motor, but can be brush motor.
According to the present invention, the deviation of the responsibility that driving supporting can be suppressed to control.
Claims (4)
1. a steering hardware, is characterized in that, possesses:
Motor, its steering operation mechanism to vehicle gives auxiliary force; And
Motor controling part, it controls the driving of described motor based on the house-keeping instruction value that the expected value of the Driving Torque with described motor is corresponding,
Described motor controling part possesses:
Angle command value operational part, it is given to the input value of the steering operation torque of the bearing circle of vehicle with handling maneuver based on comprising, the angle command value corresponding to the expected value of the deflection angle with wheel flutter carries out computing;
Angle feed-back control part, it is controlled by the angle feed-back that execution makes the deflection angle of the reality of described wheel flutter follow described angle command value and carries out computing to auxiliary component;
House-keeping instruction value operational part, it carries out computing by based on described auxiliary component to described house-keeping instruction value;
Quantity of state command value configuration part, the quantity of state command value that its setting is corresponding with the expected value of the quantity of state of the motoring condition of expression vehicle; And
Correction operational part, the deviation of its quantity of state based on the reality of vehicle and described quantity of state command value carries out computing to correction,
Revise based on the input value of described correction to described angle command value operational part.
2. steering hardware according to claim 1, is characterized in that, also possesses:
Driving path test section, it detects the information of the driving path of vehicle;
Car speed sensor, it detects the speed of described vehicle; And
Yaw rate sensor, it detects the yaw-rate of vehicle,
Described quantity of state command value configuration part sets based on the information of the driving path detected by described driving path test section the target running route that the vehicle that can maintain in driving path travels, and the speed based on described target running route and described vehicle sets and follows yaw rate command value corresponding to the expected value of the yaw-rate of described target running route with making the running route of vehicle
Described correction operational part carries out computing based on the deviation of the yaw-rate detected by described yaw rate sensor and described yaw rate command value to described correction.
3. steering hardware according to claim 1, is characterized in that,
Also possess driving path test section, it detects the information of the driving path of vehicle,
When described angle command value is set to the 1st angle command value,
Described quantity of state command value configuration part sets based on the information of the driving path detected by described driving path test section the target running route that the vehicle that can maintain in driving path travels, and set based on described target running route and follow the 2nd angle command value corresponding to the expected value of the deflection angle of described target running route with the running route of vehicle can be made
Described correction operational part uses described 1st angle command value to replace the deflection angle of the reality of described vehicle, and carries out computing based on the deviation of described 1st angle command value and described 2nd angle command value to described correction.
4. the steering hardware according to claim 2 or 3, is characterized in that,
Described deviation is larger, and the absolute value of described correction is more set as larger value by described correction operational part.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2014102489A JP6299415B2 (en) | 2014-05-16 | 2014-05-16 | Steering device |
| JP2014-102489 | 2014-05-16 |
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| CN105083376A true CN105083376A (en) | 2015-11-25 |
| CN105083376B CN105083376B (en) | 2019-03-01 |
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| US (1) | US9457839B2 (en) |
| EP (1) | EP2949546B1 (en) |
| JP (1) | JP6299415B2 (en) |
| CN (1) | CN105083376B (en) |
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Also Published As
| Publication number | Publication date |
|---|---|
| EP2949546A3 (en) | 2016-02-17 |
| US9457839B2 (en) | 2016-10-04 |
| EP2949546A2 (en) | 2015-12-02 |
| EP2949546B1 (en) | 2017-01-04 |
| US20150329140A1 (en) | 2015-11-19 |
| JP2015217793A (en) | 2015-12-07 |
| JP6299415B2 (en) | 2018-03-28 |
| CN105083376B (en) | 2019-03-01 |
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